Contactless electrical coupling for a rotatable LIDAR device

ABSTRACT

A rotatable LIDAR device including contactless electrical couplings is disclosed. An example rotatable LIDAR device includes a vehicle electrical coupling including (i) a first conductive ring, (ii) a second conductive ring, and (iii) a first coil. The example rotatable LIDAR device further includes a LIDAR electrical coupling including (i) a third conductive ring, (ii) a fourth conductive ring, and (iii) a second coil. The example rotatable LIDAR device still further includes a rotatable LIDAR electrically coupled to the LIDAR electrical coupling. The first conductive ring and the third conductive ring form a first capacitor configured to transmit communications to the rotatable LIDAR, the second conductive ring and the fourth conductive ring form a second capacitor configured to transmit communications from the rotatable LIDAR, and the first coil and the second coil form a transformer configured to provide power to the rotatable LIDAR.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of application Ser. No. 16/658,499,filed Oct. 21, 2019, which is a continuation of application Ser. No.15/851,907, filed Dec. 22, 2017, now U.S. Pat. No. 10,491,052, which isa division of application Ser. No. 15/214,231, filed Jul. 19, 2016, nowU.S. Pat. No. 9,882,433, which is a continuation of application Ser. No.14/042,705, filed Sep. 30, 2013, now U.S. Pat. No. 9,425,654. Theforegoing applications are incorporated herein by reference.

BACKGROUND

Unless otherwise indicated herein, the materials described in thissection are not prior art to the claims in this application and are notadmitted to be prior art by inclusion in this section.

Vehicles can be configured to operate in an autonomous mode in which thevehicle navigates through an environment with little or no input from adriver. Such autonomous vehicles can include one or more sensors thatare configured to detect information about the environment in which thevehicle operates. The vehicle and its associated computer-implementedcontroller use the detected information to navigate through theenvironment. For example, if the sensor(s) detect that the vehicle isapproaching an obstacle, as determined by the computer-implementedcontroller, the controller adjusts the vehicle's directional controls tocause the vehicle to navigate around the obstacle.

One such sensor is a light detection and ranging (LIDAR) device. A LIDARactively estimates distances to environmental features while scanningthrough a scene to assemble a cloud of point positions indicative of thethree-dimensional shape of the environmental scene. Individual pointsare measured by generating a laser pulse and detecting a returningpulse, if any, reflected from an environmental object, and determiningthe distance to the reflective object according to the time delaybetween the emitted pulse and the reception of the reflected pulse. Thelaser, or set of lasers, can be rapidly and repeatedly scanned across ascene to provide continuous real-time information on distances toreflective objects in the scene. Combining the measured distances andthe orientation of the laser(s) while measuring each distance allows forassociating a three-dimensional position with each returning pulse. Athree-dimensional map of points of reflective features is generatedbased on the returning pulses for the entire scanning zone. Thethree-dimensional point map thereby indicates positions of reflectiveobjects in the scanned scene.

SUMMARY

Disclosed are contactless electrical couplings for a rotatable lightdetection and ranging (LIDAR) device.

In some cases, it may be desirable for an autonomous vehicle to uselight detection and ranging (LIDAR) to sense its surroundings in alldirections. Accordingly, it may be desirable for the LIDAR to be arotatable LIDAR. However, rotation of a LIDAR device may presentchallenges in providing power to, transmitting communications to, and/orreceiving communications from the LIDAR device. Disclosed arecontactless electrical couplings configured to provide power to,transmit communications to, and/or receive communications from arotatable LIDAR. The contactless electrical couplings may include avehicle electrical coupling configured to be mounted on a vehicle and aLIDAR electrical coupling electrically coupled to the rotatable LIDAR.The contactless electrical couplings may provide power to the rotatableLIDAR via a transformer formed between coils at the vehicle electricalcoupling and the LIDAR electrical coupling. Further, the contactlesselectrical couplings may transmit communications to and/or receivecommunications from the rotatable LIDAR via capacitors formed betweenconductive rings at the vehicle electrical coupling and the LIDARelectrical coupling.

Some embodiments of the present disclosure provide a rotatable LIDARdevice. The rotatable LIDAR device may include a vehicle electricalcoupling configured to be mounted on a vehicle, a LIDAR electricalcoupling, and a rotatable LIDAR electrically coupled to the LIDARelectrical coupling. The vehicle electrical coupling may include (i) afirst conductive ring, (ii) a second conductive ring, and (iii) a firstcoil. Similarly, the rotatable LIDAR electrical coupling may include (i)a third conductive ring, (ii) a fourth conductive ring, and (iii) asecond coil. The first conductive ring and the third conductive ring mayform a first capacitor configured to transmit communications to therotatable LIDAR. Similarly, the second conductive ring and the fourthconductive ring may form a second capacitor configured to transmitcommunications from the rotatable LIDAR. The first coil and the secondcoil may form a transformer configured to provide power to the rotatableLIDAR.

Some embodiments of the present disclosure provide an autonomousvehicle. The vehicle may include a vehicle electrical couplingconfigured to be mounted on a vehicle, a LIDAR electrical coupling, anda rotatable LIDAR electrically coupled to the LIDAR electrical coupling.The vehicle electrical coupling may include (i) a first conductive ring,(ii) a second conductive ring, and (iii) a first coil. Similarly, therotatable LIDAR electrical coupling may include (i) a third conductivering, (ii) a fourth conductive ring, and (iii) a second coil. The firstconductive ring and the third conductive ring may form a first capacitorconfigured to transmit communications to the rotatable LIDAR. Similarly,the second conductive ring and the fourth conductive ring may form asecond capacitor configured to transmit communications from therotatable LIDAR. The first coil and the second coil may form atransformer configured to provide power to the rotatable LIDAR.

Some embodiments of the present disclosure provide another autonomousvehicle. The vehicle may include a vehicle Ethernet transmitter, avehicle Ethernet receiver, and a vehicle electrical coupling mounted onthe vehicle and electrically coupled to each of the vehicle Ethernettransmitter and the vehicle Ethernet receiver. The vehicle electricalcoupling may include (i) a first conductive ring, (ii) a secondconductive ring and (iii) a first coil. The vehicle may further includea rotatable LIDAR comprising a LIDAR Ethernet transmitter and a LIDAREthernet receiver. The vehicle may still further include a LIDARelectrical coupling electrically coupled to the rotatable LIDAR. TheLIDAR electrical coupling may include (i) a third conductive ring, (ii)a fourth conductive ring, and (iii) a second coil. The first conductivering and the third conductive ring may form a first capacitor configuredto transmit communications from the vehicle Ethernet transmitter to theLIDAR Ethernet receiver. Similarly, the second conductive ring and thefourth conductive ring form a second capacitor configured to transmitcommunications from the LIDAR Ethernet transmitter to the vehicleEthernet receiver. The first coil and the second coil may form atransformer configured to provide power to the rotatable LIDAR.

These as well as other aspects, advantages, and alternatives, willbecome apparent to those of ordinary skill in the art by reading thefollowing detailed description, with reference where appropriate to theaccompanying drawings.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a functional block diagram depicting aspects of an exampleautonomous vehicle.

FIG. 2 depicts exterior views of an example autonomous vehicle.

FIG. 3 illustrates an example rotatable LIDAR device.

FIG. 4 illustrates an example vehicle electrical coupling.

FIG. 5 illustrates an example LIDAR electrical coupling.

FIGS. 6A-B illustrate a transformer formed between a first coil at avehicle electrical coupling and a second coil at a LIDAR electricalcoupling in an example rotatable LIDAR device.

FIGS. 7A-B illustrate (i) a first capacitor formed between a firstconductive ring at a vehicle electrical coupling and a third conductivering at a LIDAR electrical coupling and (ii) a second capacitor formedbetween a second conductive ring at the vehicle electrical coupling anda fourth conductive ring at the LIDAR electrical coupling in an examplerotatable LIDAR device.

FIG. 8 schematically illustrates a LIDAR device

FIG. 9 is a schematic of an example receiver circuit.

DETAILED DESCRIPTION

In some cases, it may be desirable for an autonomous vehicle to uselight detection and ranging (LIDAR) to sense its surroundings in alldirections. Accordingly, it may be desirable for the LIDAR to be arotatable LIDAR. The rotatable LIDAR may, for example, be mounted on theautonomous vehicle and configured to rotate (e.g., 360°) about avertical axis.

The rotation of a LIDAR device may present challenges in providing powerto, transmitting communications to, and/or receiving communications fromthe LIDAR device. In particular, it may be undesirable to use cables toprovide power to, transmit communications to, and/or receivecommunications from the rotatable LIDAR, because the cables may sufferdamage (e.g., due to friction) during the rotation of the rotatableLIDAR.

One possibility for providing power to, transmitting communications to,and receiving communications from a rotatable LIDAR is a slip ring,which forms an electrical coupling with the rotatable LIDAR using metal(e.g., precious metal) sliding contacts or a liquid metal (e.g.,mercury). However, slip rings can be expensive, wear out, and/or requirethe use of toxic materials for the liquid metal.

Disclosed herein are embodiments that take the form of or otherwiserelate to LIDAR systems with contactless electrical couplings. Thecontactless electrical couplings may be configured to provide power to,transmit communications to, and/or receive communications from arotatable LIDAR. The contactless electrical couplings may include avehicle electrical coupling configured to be mounted on a vehicle and aLIDAR electrical coupling electrically coupled to the rotatable LIDAR.

In an example embodiment, the vehicle electrical coupling may include:(i) a first conductive ring, (ii) a second conductive ring, and (iii) afirst coil. Similarly, the LIDAR electrical coupling may include (i) athird conductive ring, (ii) a fourth conductive ring, and (iii) a secondcoil. In order to provide power to the rotatable LIDAR, the first coiland the second coil may be positioned so as to form a transformer. Inorder to transmit communications to the rotatable LIDAR, the firstconductive ring and the third conductive ring may be positioned so as toform a first capacitor. Similarly, in order to receive communicationsfrom the rotatable LIDAR, the second conductive ring and the fourthconductive ring may be positioned so as to form a second capacitor.

In some embodiments, the vehicle electrical coupling, the LIDARelectrical coupling, and the rotatable LIDAR may together form arotatable LIDAR device. Further, the rotatable LIDAR device may bemounted (or mountable) on an autonomous vehicle. An example autonomousvehicle is described below in connection with FIGS. 1-2 , while anexample rotatable LIDAR device is described below in connection withFIGS. 3-7B.

In example embodiments, an example autonomous vehicle system may includeone or more processors, one or more forms of memory, one or more inputdevices/interfaces, one or more output devices/interfaces, andmachine-readable instructions that when executed by the one or moreprocessors cause the system to carry out the various functions, tasks,capabilities, etc., described above.

Example systems within the scope of the present disclosure will bedescribed in greater detail below. An example system may be implementedin, or may take the form of, an automobile. However, an example systemmay also be implemented in or take the form of other vehicles, such ascars, trucks, motorcycles, buses, boats, airplanes, helicopters, lawnmowers, earth movers, boats, snowmobiles, aircraft, recreationalvehicles, amusement park vehicles, farm equipment, constructionequipment, trams, golf carts, trains, and trolleys. Other vehicles arepossible as well.

FIG. 1 is a functional block diagram illustrating a vehicle 100according to an example embodiment. The vehicle 100 is configured tooperate fully or partially in an autonomous mode, and thus may bereferred to as an “autonomous vehicle.” For example, a computer system112 can control the vehicle 100 while in an autonomous mode via controlinstructions to a control system 106 for the vehicle 100. The computersystem 112 can receive information from one or more sensor systems 104,and base one or more control processes (such as setting a heading so asto avoid a detected obstacle) upon the received information in anautomated fashion.

The autonomous vehicle 100 can be fully autonomous or partiallyautonomous. In a partially autonomous vehicle some functions canoptionally be manually controlled (e.g., by a driver) some or all of thetime. Further, a partially autonomous vehicle can be configured toswitch between a fully-manual operation mode and a partially-autonomousand/or a fully-autonomous operation mode.

The vehicle 100 includes a propulsion system 102, a sensor system 104, acontrol system 106, one or more peripherals 108, a power supply 110, acomputer system 112, and a user interface 116. The vehicle 100 mayinclude more or fewer subsystems and each subsystem can optionallyinclude multiple components. Further, each of the subsystems andcomponents of vehicle 100 can be interconnected and/or in communication.Thus, one or more of the functions of the vehicle 100 described hereincan optionally be divided between additional functional or physicalcomponents, or combined into fewer functional or physical components. Insome further examples, additional functional and/or physical componentsmay be added to the examples illustrated by FIG. 1 .

The propulsion system 102 can include components operable to providepowered motion to the vehicle 100. In some embodiments the propulsionsystem 102 includes an engine/motor 118, an energy source 119, atransmission 120, and wheels/tires 121. The engine/motor 118 convertsenergy source 119 to mechanical energy. In some embodiments, thepropulsion system 102 can optionally include one or both of enginesand/or motors. For example, a gas-electric hybrid vehicle can includeboth a gasoline/diesel engine and an electric motor.

The energy source 119 represents a source of energy, such as electricaland/or chemical energy, that may, in full or in part, power theengine/motor 118. That is, the engine/motor 118 can be configured toconvert the energy source 119 to mechanical energy to operate thetransmission. In some embodiments, the energy source 119 can includegasoline, diesel, other petroleum-based fuels, propane, other compressedgas-based fuels, ethanol, solar panels, batteries, capacitors,flywheels, regenerative braking systems, and/or other sources ofelectrical power, etc. The energy source 119 can also provide energy forother systems of the vehicle 100.

The transmission 120 includes appropriate gears and/or mechanicalelements suitable to convey the mechanical power from the engine/motor118 to the wheels/tires 121. In some embodiments, the transmission 120includes a gearbox, a clutch, a differential, a drive shaft, and/oraxle(s), etc.

The wheels/tires 121 are arranged to stably support the vehicle 100while providing frictional traction with a surface, such as a road, uponwhich the vehicle 100 moves. Accordingly, the wheels/tires 121 areconfigured and arranged according to the nature of the vehicle 100. Forexample, the wheels/tires can be arranged as a unicycle, bicycle,motorcycle, tricycle, or car/truck four-wheel format. Other wheel/tiregeometries are possible, such as those including six or more wheels. Anycombination of the wheels/tires 121 of vehicle 100 may be operable torotate differentially with respect to other wheels/tires 121. Thewheels/tires 121 can optionally include at least one wheel that isrigidly attached to the transmission 120 and at least one tire coupledto a rim of a corresponding wheel that makes contact with a drivingsurface. The wheels/tires 121 may include any combination of metal andrubber, and/or other materials or combination of materials.

The sensor system 104 generally includes one or more sensors configuredto detect information about the environment surrounding the vehicle 100.For example, the sensor system 104 can include a Global PositioningSystem (GPS) 122, an inertial measurement unit (IMU) 124, a RADAR unit126, a laser rangefinder/LIDAR unit 128, a camera 130, and/or amicrophone 131. The sensor system 104 could also include sensorsconfigured to monitor internal systems of the vehicle 100 (e.g., 02monitor, fuel gauge, engine oil temperature, wheel speed sensors, etc.).One or more of the sensors included in sensor system 104 could beconfigured to be actuated separately and/or collectively in order tomodify a position and/or an orientation of the one or more sensors.

The GPS 122 is a sensor configured to estimate a geographic location ofthe vehicle 100. To this end, GPS 122 can include a transceiver operableto provide information regarding the position of the vehicle 100 withrespect to the Earth.

The IMU 124 can include any combination of sensors (e.g., accelerometersand gyroscopes) configured to sense position and orientation changes ofthe vehicle 100 based on inertial acceleration.

The RADAR unit 126 can represent a system that utilizes radio signals tosense objects within the local environment of the vehicle 100. In someembodiments, in addition to sensing the objects, the RADAR unit 126and/or the computer system 112 can additionally be configured to sensethe speed and/or heading of the objects.

Similarly, the laser rangefinder or LIDAR unit 128 can be any sensorconfigured to sense objects in the environment in which the vehicle 100is located using lasers. The laser rangefinder/LIDAR unit 128 caninclude one or more laser sources, a laser scanner, and one or moredetectors, among other system components. The laser rangefinder/LIDARunit 128 can be configured to operate in a coherent (e.g., usingheterodyne detection) or an incoherent detection mode.

The camera 130 can include one or more devices configured to capture aplurality of images of the environment surrounding the vehicle 100. Thecamera 130 can be a still camera or a video camera. In some embodiments,the camera 130 can be mechanically movable such as by rotating and/ortilting a platform to which the camera is mounted. As such, a controlprocess of vehicle 100 may be implemented to control the movement ofcamera 130.

The sensor system 104 can also include a microphone 131. The microphone131 can be configured to capture sound from the environment surroundingvehicle 100. In some cases, multiple microphones can be arranged as amicrophone array, or possibly as multiple microphone arrays.

The control system 106 is configured to control operation(s) regulatingacceleration of the vehicle 100 and its components. To effectacceleration, the control system 106 includes a steering unit 132,throttle 134, brake unit 136, a sensor fusion algorithm 138, a computervision system 140, a navigation/pathing system 142, and/or an obstacleavoidance system 144, etc.

The steering unit 132 is operable to adjust the heading of vehicle 100.For example, the steering unit can adjust the axis (or axes) of one ormore of the wheels/tires 121 so as to effect turning of the vehicle. Thethrottle 134 is configured to control, for instance, the operating speedof the engine/motor 118 and, in turn, adjust forward acceleration of thevehicle 100 via the transmission 120 and wheels/tires 121. The brakeunit 136 decelerates the vehicle 100. The brake unit 136 can usefriction to slow the wheels/tires 121. In some embodiments, the brakeunit 136 inductively decelerates the wheels/tires 121 by a regenerativebraking process to convert kinetic energy of the wheels/tires 121 toelectric current.

The sensor fusion algorithm 138 is an algorithm (or a computer programproduct storing an algorithm) configured to accept data from the sensorsystem 104 as an input. The data may include, for example, datarepresenting information sensed at the sensors of the sensor system 104.The sensor fusion algorithm 138 can include, for example, a Kalmanfilter, Bayesian network, etc. The sensor fusion algorithm 138 providesassessments regarding the environment surrounding the vehicle based onthe data from sensor system 104. In some embodiments, the assessmentscan include evaluations of individual objects and/or features in theenvironment surrounding vehicle 100, evaluations of particularsituations, and/or evaluations of possible interference between thevehicle 100 and features in the environment (e.g., such as predictingcollisions and/or impacts) based on the particular situations.

The computer vision system 140 can process and analyze images capturedby camera 130 to identify objects and/or features in the environmentsurrounding vehicle 100. The detected features/objects can includetraffic signals, road way boundaries, other vehicles, pedestrians,and/or obstacles, etc. The computer vision system 140 can optionallyemploy an object recognition algorithm, a Structure From Motion (SFM)algorithm, video tracking, and/or available computer vision techniquesto effect categorization and/or identification of detectedfeatures/objects. In some embodiments, the computer vision system 140can be additionally configured to map the environment, track perceivedobjects, estimate the speed of objects, etc.

The navigation and pathing system 142 is configured to determine adriving path for the vehicle 100. For example, the navigation andpathing system 142 can determine a series of speeds and directionalheadings to effect movement of the vehicle along a path thatsubstantially avoids perceived obstacles while generally advancing thevehicle along a roadway-based path leading to an ultimate destination,which can be set according to user inputs via the user interface 116,for example. The navigation and pathing system 142 can additionally beconfigured to update the driving path dynamically while the vehicle 100is in operation on the basis of perceived obstacles, traffic patterns,weather/road conditions, etc. In some embodiments, the navigation andpathing system 142 can be configured to incorporate data from the sensorfusion algorithm 138, the GPS 122, and one or more predetermined maps soas to determine the driving path for vehicle 100.

The obstacle avoidance system 144 can represent a control systemconfigured to identify, evaluate, and avoid or otherwise negotiatepotential obstacles in the environment surrounding the vehicle 100. Forexample, the obstacle avoidance system 144 can effect changes in thenavigation of the vehicle by operating one or more subsystems in thecontrol system 106 to undertake swerving maneuvers, turning maneuvers,braking maneuvers, etc. In some embodiments, the obstacle avoidancesystem 144 is configured to automatically determine feasible(“available”) obstacle avoidance maneuvers on the basis of surroundingtraffic patterns, road conditions, etc. For example, the obstacleavoidance system 144 can be configured such that a swerving maneuver isnot undertaken when other sensor systems detect vehicles, constructionbarriers, other obstacles, etc. in the region adjacent the vehicle thatwould be swerved into. In some embodiments, the obstacle avoidancesystem 144 can automatically select the maneuver that is both availableand maximizes safety of occupants of the vehicle. For example, theobstacle avoidance system 144 can select an avoidance maneuver predictedto cause the least amount of acceleration in a passenger cabin of thevehicle 100.

The vehicle 100 also includes peripherals 108 configured to allowinteraction between the vehicle 100 and external sensors, othervehicles, other computer systems, and/or a user, such as an occupant ofthe vehicle 100. For example, the peripherals 108 for receivinginformation from occupants, external systems, etc. can include awireless communication system 146, a touchscreen 148, a microphone 150,and/or a speaker 152.

In some embodiments, the peripherals 108 function to receive inputs fora user of the vehicle 100 to interact with the user interface 116. Tothis end, the touchscreen 148 can both provide information to a user ofvehicle 100, and convey information from the user indicated via thetouchscreen 148 to the user interface 116. The touchscreen 148 can beconfigured to sense both touch positions and touch gestures from auser's finger (or stylus, etc.) via capacitive sensing, resistancesensing, optical sensing, a surface acoustic wave process, etc. Thetouchscreen 148 can be capable of sensing finger movement in a directionparallel or planar to the touchscreen surface, in a direction normal tothe touchscreen surface, or both, and may also be capable of sensing alevel of pressure applied to the touchscreen surface. An occupant of thevehicle 100 can also utilize a voice command interface. For example, themicrophone 150 can be configured to receive audio (e.g., a voice commandor other audio input) from a user of the vehicle 100. Similarly, thespeakers 152 can be configured to output audio to the user of thevehicle 100.

In some embodiments, the peripherals 108 function to allow communicationbetween the vehicle 100 and external systems, such as devices, sensors,other vehicles, etc. within its surrounding environment and/orcontrollers, servers, etc., physically located far from the vehicle thatprovide useful information regarding the vehicle's surroundings, such astraffic information, weather information, etc. For example, the wirelesscommunication system 146 can wirelessly communicate with one or moredevices directly or via a communication network. The wirelesscommunication system 146 can optionally use 3G cellular communication,such as CDMA, EVDO, GSM/GPRS, and/or 4G cellular communication, such asWiMAX or LTE. Additionally or alternatively, wireless communicationsystem 146 can communicate with a wireless local area network (WLAN),for example, using WiFi. In some embodiments, wireless communicationsystem 146 could communicate directly with a device, for example, usingan infrared link, Bluetooth, and/or ZigBee. The wireless communicationsystem 146 can include one or more dedicated short range communication(DSRC) devices that can include public and/or private datacommunications between vehicles and/or roadside stations. Other wirelessprotocols for sending and receiving information embedded in signals,such as various vehicular communication systems, can also be employed bythe wireless communication system 146 within the context of the presentdisclosure.

As noted above, the power supply 110 can provide power to components ofvehicle 100, such as electronics in the peripherals 108, computer system112, sensor system 104, etc. The power supply 110 can include arechargeable lithium-ion or lead-acid battery for storing anddischarging electrical energy to the various powered components, forexample. In some embodiments, one or more banks of batteries can beconfigured to provide electrical power. In some embodiments, the powersupply 110 and energy source 119 can be implemented together, as in someall-electric cars.

Many or all of the functions of vehicle 100 can be controlled viacomputer system 112 that receives inputs from the sensor system 104,peripherals 108, etc., and communicates appropriate control signals tothe propulsion system 102, control system 106, peripherals, etc. toeffect automatic operation of the vehicle 100 based on its surroundings.Computer system 112 includes at least one processor 113 (which caninclude at least one microprocessor) that executes instructions 115stored in a non-transitory computer readable medium, such as the datastorage 114. The computer system 112 may also represent a plurality ofcomputing devices that serve to control individual components orsubsystems of the vehicle 100 in a distributed fashion.

In some embodiments, data storage 114 contains instructions 115 (e.g.,program logic) executable by the processor 113 to execute variousfunctions of vehicle 100, including those described above in connectionwith FIG. 1 . Data storage 114 may contain additional instructions aswell, including instructions to transmit data to, receive data from,interact with, and/or control one or more of the propulsion system 102,the sensor system 104, the control system 106, and the peripherals 108.

In addition to the instructions 115, the data storage 114 may store datasuch as roadway maps, path information, among other information. Suchinformation may be used by vehicle 100 and computer system 112 duringoperation of the vehicle 100 in the autonomous, semi-autonomous, and/ormanual modes to select available roadways to an ultimate destination,interpret information from the sensor system 104, etc.

The vehicle 100, and associated computer system 112, providesinformation to and/or receives input from, a user of vehicle 100, suchas an occupant in a passenger cabin of the vehicle 100. The userinterface 116 can accordingly include one or more input/output deviceswithin the set of peripherals 108, such as the wireless communicationsystem 146, the touchscreen 148, the microphone 150, and/or the speaker152 to allow communication between the computer system 112 and a vehicleoccupant.

The computer system 112 controls the operation of the vehicle 100 basedon inputs received from various subsystems indicating vehicle and/orenvironmental conditions (e.g., propulsion system 102, sensor system104, and/or control system 106), as well as inputs from the userinterface 116, indicating user preferences. For example, the computersystem 112 can utilize input from the control system 106 to control thesteering unit 132 to avoid an obstacle detected by the sensor system 104and the obstacle avoidance system 144. The computer system 112 can beconfigured to control many aspects of the vehicle 100 and itssubsystems. Generally, however, provisions are made for manuallyoverriding automated controller-driven operation, such as in the eventof an emergency, or merely in response to a user-activated override,etc.

The components of vehicle 100 described herein can be configured to workin an interconnected fashion with other components within or outsidetheir respective systems. For example, the camera 130 can capture aplurality of images that represent information about an environment ofthe vehicle 100 while operating in an autonomous mode. The environmentmay include other vehicles, traffic lights, traffic signs, road markers,pedestrians, etc. The computer vision system 140 can categorize and/orrecognize various aspects in the environment in concert with the sensorfusion algorithm 138, the computer system 112, etc. based on objectrecognition models pre-stored in data storage 114, and/or by othertechniques.

Although the vehicle 100 is described and shown in FIG. 1 as havingvarious components of vehicle 100, e.g., wireless communication system146, computer system 112, data storage 114, and user interface 116,integrated into the vehicle 100, one or more of these components canoptionally be mounted or associated separately from the vehicle 100. Forexample, data storage 114 can exist, in part or in full, separate fromthe vehicle 100, such as in a cloud-based server, for example. Thus, oneor more of the functional elements of the vehicle 100 can be implementedin the form of device elements located separately or together. Thefunctional device elements that make up vehicle 100 can generally becommunicatively coupled together in a wired and/or wireless fashion.

FIG. 2 shows an example vehicle 200 that can include some or all of thefunctions described in connection with vehicle 100 in reference to FIG.1 . Although vehicle 200 is illustrated in FIG. 2 as a four-wheelsedan-type car for illustrative purposes, the present disclosure is notso limited. For instance, the vehicle 200 can represent a truck, a van,a semi-trailer truck, a motorcycle, a golf cart, an off-road vehicle, ora farm vehicle, etc.

The example vehicle 200 includes a sensor unit 202, a wirelesscommunication system 204, a RADAR unit 206, a laser rangefinder unit208, and a camera 210. Furthermore, the example vehicle 200 can includeany of the components described in connection with vehicle 100 of FIG. 1. The RADAR unit 206 and/or laser rangefinder unit 208 can actively scanthe surrounding environment for the presence of potential obstacles andcan be similar to the RADAR unit 126 and/or laser rangefinder/LIDAR unit128 in the vehicle 100.

The sensor unit 202 is mounted atop the vehicle 200 and includes one ormore sensors configured to detect information about an environmentsurrounding the vehicle 200, and output indications of the information.For example, sensor unit 202 can include any combination of cameras,RADARs, LIDARs, range finders, and acoustic sensors. The sensor unit 202can include one or more movable mounts that could be operable to adjustthe orientation of one or more sensors in the sensor unit 202. In oneembodiment, the movable mount could include a rotating platform thatcould scan sensors so as to obtain information from each directionaround the vehicle 200. In another embodiment, the movable mount of thesensor unit 202 could be moveable in a scanning fashion within aparticular range of angles and/or azimuths. The sensor unit 202 could bemounted atop the roof of a car, for instance, however other mountinglocations are possible. Additionally, the sensors of sensor unit 202could be distributed in different locations and need not be collocatedin a single location. Some possible sensor types and mounting locationsinclude RADAR unit 206 and laser rangefinder unit 208. Furthermore, eachsensor of sensor unit 202 can be configured to be moved or scannedindependently of other sensors of sensor unit 202.

In an example configuration, one or more RADAR scanners (e.g., the RADARunit 206) can be located near the front of the vehicle 200, to activelyscan the region in front of the car 200 for the presence ofradio-reflective objects. A RADAR scanner can be situated, for example,in a location suitable to illuminate a region including a forward-movingpath of the vehicle 200 without occlusion by other features of thevehicle 200. For example, a RADAR scanner can be situated to be embeddedand/or mounted in or near the front bumper, front headlights, cowl,and/or hood, etc. Furthermore, one or more additional RADAR scanningdevices can be located to actively scan the side and/or rear of thevehicle 200 for the presence of radio-reflective objects, such as byincluding such devices in or near the rear bumper, side panels, rockerpanels, and/or undercarriage, etc.

The wireless communication system 204 could be located on a roof of thevehicle 200 as depicted in FIG. 2 . Alternatively, the wirelesscommunication system 204 could be located, fully or in part, elsewhere.The wireless communication system 204 may include wireless transmittersand receivers that could be configured to communicate with devicesexternal or internal to the vehicle 200. Specifically, the wirelesscommunication system 204 could include transceivers configured tocommunicate with other vehicles and/or computing devices, for instance,in a vehicular communication system or a roadway station. Examples ofsuch vehicular communication systems include dedicated short rangecommunications (DSRC), radio frequency identification (RFID), and otherproposed communication standards directed towards intelligent transportsystems.

The camera 210 can be a photo-sensitive instrument, such as a stillcamera, a video camera, etc., that is configured to capture a pluralityof images of the environment of the vehicle 200. To this end, the camera210 can be configured to detect visible light, and can additionally oralternatively be configured to detect light from other portions of thespectrum, such as infrared or ultraviolet light. The camera 210 can be atwo-dimensional detector, and can optionally have a three-dimensionalspatial range of sensitivity. In some embodiments, the camera 210 caninclude, for example, a range detector configured to generate atwo-dimensional image indicating distance from the camera 210 to anumber of points in the environment. To this end, the camera 210 may useone or more range detecting techniques.

For example, the camera 210 can provide range information by using astructured light technique in which the vehicle 200 illuminates anobject in the environment with a predetermined light pattern, such as agrid or checkerboard pattern and uses the camera 210 to detect areflection of the predetermined light pattern from environmentalsurroundings. Based on distortions in the reflected light pattern, thevehicle 200 can determine the distance to the points on the object. Thepredetermined light pattern may comprise infrared light, or radiation atother suitable wavelengths for such measurements.

The camera 210 can be mounted inside a front windshield of the vehicle200. Specifically, the camera 210 can be situated to capture images froma forward-looking view with respect to the orientation of the vehicle200. Other mounting locations and viewing angles of camera 210 can alsobe used, either inside or outside the vehicle 200.

The camera 210 can have associated optics operable to provide anadjustable field of view. Further, the camera 210 can be mounted tovehicle 200 with a movable mount to vary a pointing angle of the camera210, such as via a pan/tilt mechanism.

In some cases, the sensor unit 202 described above in connection withFIG. 2 may include a LIDAR device. The LIDAR device may be mountable ona vehicle, such as an autonomous vehicle. Other applications of theLIDAR device are possible as well.

The LIDAR device may include a rotatable LIDAR that is configured torotate (e.g., 360°) about a vertical axis. Further, the rotatable LIDARdevice may include contactless electrical couplings configured toprovide power to, transmit communications to, and receive communicationsfrom the rotatable LIDAR.

FIG. 3 illustrates an example rotatable LIDAR device 300. As shown, therotatable LIDAR device 300 includes a rotatable LIDAR 302, a LIDARelectrical coupling 304, and a vehicle electrical coupling 306.

The rotatable LIDAR 302 may take any of the forms described above forthe LIDAR unit 128 in connection with FIG. 1 . The rotatable LIDAR 302may be configured to rotate about a vertical axis. To this end, therotatable LIDAR 302 may be designed to pivot around a shaft and/or maybe mounted on a platform that is designed to rotate. In someembodiments, the rotatable LIDAR device 300 may additionally include amotor configured to rotate the rotatable LIDAR 302. The rotatable LIDAR302 may be configured to rotate in other manners as well.

The LIDAR electrical coupling 304 may be electrically coupled to therotatable LIDAR 302. As shown, the LIDAR electrical coupling 304 mayinclude a LIDAR transmitter (e.g., an Ethernet transmitter) 308configured to transmit communications from the rotatable LIDAR 302.Additionally, as shown, the LIDAR electrical coupling 304 may include aLIDAR receiver (e.g., an Ethernet receiver) 310 configured to receivecommunications for the rotatable LIDAR 302 (e.g., from the vehicle). Anexample LIDAR electrical coupling is further described below inconnection with FIG. 5 .

The vehicle electrical coupling 306 may be mounted on the vehicle (e.g.,by means of a base, as shown, or directly) and may be electricallycoupled to a power supply at the vehicle (not shown). As shown, thevehicle electrical coupling 306 may include a vehicle transmitter (e.g.,an Ethernet transmitter) 312 configured to transmit communications fromthe vehicle. Additionally, as shown, the vehicle electrical coupling 306may include a vehicle receiver (e.g., an Ethernet receiver) 314configured to receive communications for the vehicle (e.g., from therotatable LIDAR 302). An example vehicle electrical coupling is furtherdescribed below in connection with FIG. 4 .

As shown, the LIDAR electrical coupling 304 may be positioned adjacentto but not in contact with the vehicle electrical coupling 306. When sopositioned, the LIDAR electrical coupling 304 and the vehicle electricalcoupling 306 may form a transformer, as described below in connectionwith FIGS. 6A-B. Further, when so positioned, the LIDAR electricalcoupling 304 and the vehicle electrical coupling 306 may form one ormore capacitors, as described below in connection with FIGS. 7A-B.

Through the transformer, the vehicle electrical coupling 306 may providepower (e.g., from the power supply at the vehicle) to the rotatableLIDAR 302 via the LIDAR electrical coupling 304. Through thecapacitor(s), the vehicle electrical coupling 306 may transmitcommunications (e.g., from one or more components at the vehicle) toand/or receive communications from the rotatable LIDAR 302 via the LIDARelectrical coupling 304. In this manner, the disclosed LIDAR electricalcoupling 304 and vehicle electrical coupling 306 may, throughcontactless electrical coupling, provide power to, transmitcommunications to, and/or receive communications from the rotatableLIDAR 302.

As shown, the rotatable LIDAR device 300 is housed in a sensor unit 316,which may, for example, be similar to the sensor unit 202 describedabove in connection with FIG. 2 . While the sensor unit 316 is shown tohave a particular shape, size, and arrangement, other shapes, sizes, andarrangements are possible as well. Similarly, while the rotatable LIDARdevice 302, the LIDAR electrical coupling 304, the vehicle electricalcoupling 306, the LIDAR transmitter 308, the LIDAR receiver 310, thevehicle transmitter 312, and the vehicle receiver 314 are shown to haveparticular shapes, sizes, and arrangements, other shapes, sizes andarrangements are possible as well.

FIG. 4 illustrates an example vehicle electrical coupling 400. As shown,the vehicle electrical coupling 400 includes a board 402 on which afirst conductive ring 404A, a second conductive ring 404B, and a firstcoil 406 are formed. As shown, the first conductive ring 404A, thesecond conductive ring 404B, and the first coil 406 are arrangedconcentrically. In other embodiments, the first conductive ring 404A,the second conductive ring 404B, and the first coil 406 may be arrangedconcentrically in another order (e.g., the first conductive ring 404Aand the second conductive ring 404B may be switched) or in anotherarrangement. For example, in some embodiments the first and secondconductive rings 404A-B may be disposed in a different plane than thefirst coil 406. As another example, in some embodiments the first andsecond conductive rings 404A-B could be disposed on coaxial cylinders,such that a cylindrical (rather than planar) gap is formed. Suchembodiments may allow for better gap control. Other examples arepossible as well. Further, while only two conductive rings are shown,more or fewer conductive rings are possible as well.

The board 402 may be, for example, a printed circuit board. The board402 may be formed of a non-conductive laminate material, such as wovenglass and epoxy (e.g., FR-4, FR-5) or polytetrafluoroethylene (Teflon®).The board 402 may be formed of other materials as well. While the board402 is shown to be circular, in other embodiments the board 402 may takeother shapes. Further, the board 402 may take any number of dimensions,including diameter (or length and width) and thickness. In someembodiments, the board 402 may be designed to have a low relativepermittivity so as to insulate the conductive rings 404A, 404B from oneanother, thereby reducing parasitic capacitance between the conductiverings 404A, 404B.

Each of the first conductive ring 404A and the second conductive ring404B may be formed of a conductive material, such as copper. Otherconductive materials are possible as well. The first conductive ring404A may be formed of the same conductive material as or a differentconductive material than the second conductive ring 404B. While thefirst conductive ring 404A and the second conductive ring 404B may havedifferent diameters (or lengths and widths), a surface area of the firstconductive ring 404A and a surface area of the second conductive ring404B may be substantially equal. For instance, in the embodiment shown,a width of the first conductive ring 404A may be narrower than a widthof the second conductive ring 404B to compensate for the larger diameterof the first conductive ring 404A as compared to the second conductivering 404B. By having substantially equal surface areas, the firstconductive ring 404A and the second conductive ring 404B may formcapacitors with the LIDAR electrical coupling (as described below)having substantially equal capacitance. A distance between the firstconductive ring 404A and the second conductive ring 404B may vary amongembodiments, but in some embodiments the distance may be between, forexample, 100 μm and 250 μm. Other distances are possible as well. Inembodiments where additional conductive rings are formed on the board402, distances between adjacent conductive rings may similarly varyamong embodiments. Further, the distances among adjacent rings may beconsistent with one another or may vary.

The first coil 406 may be formed of a magnetic core (e.g., ferrite)wound with conductive windings that are electrically isolated from oneanother. In some embodiments, the conductive windings may be formed of amagnetic wire formed from a conductive wire (e.g., copper or aluminum)coated with a thin insulating layer (e.g., polymer or fiberglass). Thefirst coil 406 may be formed of other materials as well.

The vehicle electrical coupling 400 may include and/or may beelectrically coupled to one or more of a power supply, a vehicletransmitter (e.g., Ethernet transmitter), and a vehicle receiver (e.g.,an Ethernet receiver). In embodiments where the vehicle electricalcoupling 400 is electrically coupled to one or more of a power supply, avehicle transmitter, and a vehicle receiver, the power supply, vehicletransmitter, and/or vehicle receiver may be located at the vehicle.

FIG. 5 illustrates an example LIDAR electrical coupling. As shown, theLIDAR electrical coupling 500 includes a board 502 on which a thirdconductive ring 504A, a fourth conductive ring 504B, and a second coil506 are formed. As shown, the third conductive ring 504A, the fourthconductive ring 504B, and the second coil 506 are arrangedconcentrically. In other embodiments, the third conductive ring 504A,the fourth conductive ring 504B, and the second coil 506 may be arrangedconcentrically in another order (e.g., the third conductive ring 504Aand the fourth conductive ring 504B may be switched) or in anotherarrangement, including any of those described above for the conductiverings 404A-B in connection with FIG. 4 . While only two conductive ringsare shown, more or fewer conductive rings are possible as well.

The board 502 may take any of the forms described above for the board402 in connection with FIG. 4 .

Similarly, the third conductive ring 504A and the fourth conductive ring504B may take any of the forms described above for the first conductivering 404A and the second conductive ring 404B, respectively, describedabove in connection with FIG. 4 . While the third conductive ring 504Aand the fourth conductive ring 504B may have different diameters (orlengths and widths), a surface area of the third conductive ring 504Aand a surface area of the fourth conductive ring 504B may besubstantially equal. For instance, in the embodiment shown, a width ofthe third conductive ring 504A may be narrower than a width of thefourth conductive ring 504B to compensate for the larger diameter of thethird conductive ring 504A as compared to the fourth conductive ring504B. By having substantially equal surface areas, the third conductivering 504A and the fourth conductive ring 504B may form capacitors withthe vehicle electrical coupling (as described below) that havesubstantially equal capacitance. A distance between the third conductivering 504A and the fourth conductive ring 504B may vary amongembodiments, but in some embodiments the distance may be between, forexample, 100 μm and 250 μm. Other distances are possible as well. Inembodiments where additional conductive rings are formed on the board502, distances between adjacent conductive rings may similarly varyamong embodiments. Further, the distances among adjacent rings may beconsistent with one another or may vary.

The second coil 506 may take any of the forms described above for thefirst coil 406 in connection with FIG. 4 .

The LIDAR electrical coupling 500 may include and/or may be electricallycoupled to one or more of a rotatable LIDAR, a LIDAR transmitter (e.g.,Ethernet transmitter), and a LIDAR receiver (e.g., an Ethernetreceiver).

FIGS. 6A-B illustrate a transformer formed between a first coil 604 at avehicle electrical coupling 600 and a second coil 606 at a LIDARelectrical coupling 602 in an example rotatable LIDAR device. Thevehicle electrical coupling 600 may be similar to the vehicle electricalcoupling 400 described above in connection with FIG. 4 . In particular,the vehicle electrical coupling 600 may include a first coil 604, whichmay be similar to the first coil 406 described above in connection withFIG. 4 . Similarly, the LIDAR electrical coupling 602 may be similar tothe LIDAR electrical coupling 500 described above in connection withFIG. 5 . In particular, the LIDAR electrical coupling 602 may include asecond coil 606, which may be similar to the second coil 506 describedabove in connection with FIG. 5 .

The vehicle electrical coupling 600 is further shown to include a powersupply 608. The power supply 608 may be any device configured to providepower to the vehicle electrical coupling 600. While the power supply 608is shown to be included in the vehicle electrical coupling 600, in someembodiments the power supply 608 may be located elsewhere in the vehicleand may be electrically coupled to the vehicle electrical coupling 600.

The LIDAR electrical coupling 602 is further shown to include arotatable LIDAR 610. The rotatable LIDAR 610 may take any of the formsdescribed above for the rotatable LIDAR 302 in connection with FIG. 3 .While the rotatable LIDAR 610 is shown to be included in the LIDARelectrical coupling 602, in some embodiments the rotatable LIDAR 610 maybe mounted elsewhere on the vehicle and may be electrically coupled tothe LIDAR electrical coupling 602.

As shown, the vehicle electrical coupling 600 is positioned adjacent tobut not in contact with the LIDAR electrical coupling 602. Inparticular, as shown, the first coil 604 of the vehicle electricalcoupling 600 is positioned adjacent to but not in contact with thesecond coil 606 of the LIDAR electrical coupling 602. So positioned, thefirst coil 604 and the second coil 606 may form a transformer, asschematically illustrated in FIG. 6B.

As shown in FIG. 6B, the first coil 604 includes first windings around afirst magnetic core, as described above. Similarly, the second coil 606includes second windings around a second magnetic core, as describedabove. The power supply 608 may be electrically coupled to the firstcoil 604 so as to pass a varying electrical current through the firstwindings. As a result of the varying electrical current in the firstwindings, a varying magnetic flux will appear in the first magnetic coreand, in turn, in the second magnetic core. The varying magnetic flux inthe second magnetic core will induce a varying voltage in the secondwindings. As a result of the varying voltage in the second windings, therotatable LIDAR 610 connected to the second windings will receive anoutput power from the second windings. In this manner, power may beprovided from the power supply 608 to the rotatable LIDAR 610 via thevehicle electrical coupling 600 and the LIDAR electrical coupling 602.

While particular numbers of first windings and second windings areshown, it will be appreciated that the number of windings on each of thefirst coil 604 and the second coil 606 may be varied, with the resultthat a ratio of the voltage in the first windings to the voltage in thesecond windings will vary proportionately. Accordingly, the number offirst windings and the number of second windings may be selected toachieve desirable power transmission characteristics.

FIGS. 7A-B illustrate (i) a first capacitor formed between a firstconductive ring 704A at a vehicle electrical coupling 700 and a thirdconductive ring 706A at a LIDAR electrical coupling 702 and (ii) asecond capacitor formed between a second conductive ring 704B at thevehicle electrical coupling 700 and a fourth conductive ring 706B at theLIDAR electrical coupling 702 in an example rotatable LIDAR device.

As shown, the vehicle electrical coupling 700 includes a firstconductive ring 704A and a second conductive ring 704B. Each of thefirst conductive ring 704A and the second conductive ring 704B may takeany of the forms described above for the first conductive ring 404A andthe second conductive ring 404B, respectively, described above inconnection with FIG. 4 . Further, the first conductive ring 704A and thesecond conductive ring 704B may be arranged in any of the mannersdescribed above for the first conductive ring 404A and the secondconductive ring 404B, respectively, described above in connection withFIG. 4 . While two conductive rings are shown, in other embodiments moreor fewer conductive rings are possible.

The vehicle electrical coupling 700 may further include a vehicletransmitter (e.g., Ethernet transmitter) 708 and a vehicle receiver(e.g., Ethernet receiver) 710, as shown. The vehicle transmitter 708 maybe electrically coupled to the first conductive ring 704A. The vehicletransmitter 708 may be configured to transmit communications from one ormore components at the vehicle, such as a computer system. Othercomponents are possible as well. The vehicle receiver 710 may beelectrically coupled to the second conductive ring 704B. The vehiclereceiver 710 may be configured to receive communications directed to oneor more components at the vehicle, such as a computer system. Othercomponents are possible as well. While the vehicle transmitter 708 andthe vehicle receiver 710 are shown to be included in the vehicleelectrical coupling 700, in some embodiments the vehicle transmitter 708and/or the vehicle receiver 710 may be located separately from andelectrically coupled to the vehicle electrical coupling 700.

As shown, the LIDAR electrical coupling 702 includes a third conductivering 706A and a fourth conductive ring 706B. Each of the thirdconductive ring 706A and the fourth conductive ring 706B may take any ofthe forms described above for the third conductive ring 504A and thefourth conductive ring 504B, respectively, described above in connectionwith FIG. 5 . Further, the third conductive ring 706A and the fourthconductive ring 706B may be arranged in any of the manners describedabove for the third conductive ring 504A and the fourth conductive ring504B, respectively, described above in connection with FIG. 5 . Whiletwo conductive rings are shown, in other embodiments more or fewerconductive rings are possible.

The LIDAR electrical coupling 702 may further include a LIDAR receiver(e.g., Ethernet receiver) 712 and a LIDAR transmitter (e.g., Ethernettransmitter) 714, as shown. The LIDAR receiver 712 may be electricallycoupled to the third conductive ring 706A. The LIDAR receiver 712 may beconfigured to receive communications directed to the rotatable LIDAR.Communications directed to other components are possible as well. TheLIDAR transmitter 714 may be electrically coupled to the fourthconductive ring 706B. The LIDAR transmitter 714 may be configured totransmit communications from a rotatable LIDAR (not shown). The LIDARtransmitter 714 may be configured to transmit communications from othercomponents as well.

As shown, the vehicle electrical coupling 700 is positioned adjacent tobut not in contact with the LIDAR electrical coupling 702. Inparticular, as shown, the first conductive ring 704A of the vehicleelectrical coupling 700 is positioned adjacent to but not in contactwith the third conductive ring 706A of the LIDAR electrical coupling702. So positioned, the first conductive ring 704A and the thirdconductive ring 706A may form a first capacitor, as schematicallyillustrated in FIG. 7B.

Further, as shown, the second conductive ring 704B of the vehicleelectrical coupling 700 is positioned adjacent to but not in contactwith the fourth conductive ring 706B of the LIDAR electrical coupling702. So positioned, the second conductive ring 704B and the fourthconductive ring 706B may form a second capacitor, as schematicallyillustrated in FIG. 7B.

As shown in FIG. 7B, the first conductive ring 704A and the thirdconductive ring 706A may each form a plate of the first capacitor, andair between the first conductive ring 704A and the third conductive ring706A may form a dielectric of the first capacitor. As will beunderstood, a capacitance of the first capacitor will be directlyproportional to a surface area of its plates, namely the firstconductive ring 704A and the third conductive ring 706A. Accordingly,surface areas of the first conductive ring 704A and the third conductivering 706A may be selected for a desirable capacitance. Further, as willbe understood, the capacitance of the first capacitor will be indirectlyproportional to a distance between its plates, namely the firstconductive ring 704A and the third conductive ring 706A. Accordingly, inpositioning the vehicle electrical coupling 700 and the LIDAR electricalcoupling 702, the distance between the first conductive ring 704A andthe third conductive ring 706A may be selected for a desirablecapacitance.

As noted above, the first conductive ring 704A may be electricallycoupled to the vehicle transmitter 708, and the third conductive ring706A may be electrically coupled to the LIDAR receiver 712. Accordingly,the first capacitor may allow for the transmission of communicationsfrom the vehicle transmitter 708 to the LIDAR receiver 712. As notedabove, the vehicle transmitter 708 may be configured to transmitcommunications from one or more components at the vehicle, and the LIDARreceiver 712 may be configured to receive communications directed to therotatable LIDAR. Thus, the vehicle electrical coupling 700 and the LIDARelectrical coupling 702 may allow for transmission of communicationsfrom the vehicle to the rotatable LIDAR via the first capacitor.

As shown in FIG. 7B, the second conductive ring 704B and the fourthconductive ring 706B may each form a plate of the second capacitor, andair between the second conductive ring 704B and the fourth conductivering 706B may form a dielectric of the second capacitor. As will beunderstood, a capacitance of the second capacitor will be directlyproportional to a surface area of its plates, namely the secondconductive ring 704B and the fourth conductive ring 706B. Accordingly,surface areas of the second conductive ring 704B and the fourthconductive ring 706B may be selected for a desirable capacitance.Further, as will be understood, the capacitance of the second capacitorwill be indirectly proportional to a distance between its plates, namelythe second conductive ring 704B and the fourth conductive ring 706B.Accordingly, in positioning the vehicle electrical coupling 700 and theLIDAR electrical coupling 702, the distance between the secondconductive ring 704B and the fourth conductive ring 706B may be selectedfor a desirable capacitance.

As noted above, the fourth conductive ring 706B may be electricallycoupled to the LIDAR transmitter 714, and the second conductive ring704B may be electrically coupled to the vehicle receiver 710.Accordingly, the second capacitor may allow for the transmission ofcommunications from the LIDAR transmitter 714 to the vehicle receiver710. As noted above, the LIDAR transmitter 714 may be configured totransmit communications from the rotatable LIDAR, and the vehicletransmitter 710 may be configured to receive communications directed toone or more components at the vehicle. In this manner, the LIDARelectrical coupling 702 and the vehicle electrical coupling 700 mayallow for transmission of communications from the rotatable LIDAR to thevehicle via the second capacitor.

In some embodiments, each of the vehicle transmitter 708 and the LIDARtransmitter 714 may be an Ethernet transmitter, and each of the vehiclereceiver 710 and the LIDAR receiver 712 may be an Ethernet receiver. Inthese embodiments, an Ethernet link may be established between therotatable LIDAR and the vehicle via the first and second capacitors. TheEthernet link may be, for example, a 100 MB Ethernet link. OtherEthernet links are possible as well.

FIG. 8 schematically illustrates a LIDAR device 800. The LIDAR device800 may, for example, be implemented in a vehicle, such as an autonomousvehicle.

As shown, the LIDAR device 800 includes a vehicle electrical coupling802 and a LIDAR electrical coupling 804. The vehicle electrical coupling802 may, for example, be similar to the vehicle electrical coupling 400described above in connection with FIG. 4 . Similarly, the LIDARelectrical coupling 804 may, for example, be similar to the LIDARelectrical coupling 500 described above in connection with FIG. 5 .

As shown, the vehicle electrical coupling 802 includes a first coil 806,a first conductive ring 808, and a second conductive ring 810. The firstcoil 806, the first conductive ring 808, and the second conductive ring810 may, for example, be similar to the first coil 406, the firstconductive ring 404A, and the second conductive ring 404B, respectively,described above in connection with FIG. 4 . The vehicle electricalcoupling 802 further includes a vehicle transmitter (e.g., Ethernettransmitter) 818 and a vehicle receiver (e.g., Ethernet receiver) 820.The vehicle transmitter 818 and the vehicle receiver 820 may, forexample, be similar to the vehicle transmitter 708 and the vehiclereceiver 710 described above in connection with FIGS. 7A-B.

As shown, the LIDAR electrical coupling 804 includes a second coil 812,a third conductive ring 814, and a fourth conductive ring 816. Thesecond coil 812, the third conductive ring 814, and the third conductivering 816 may, for example, be similar to the second coil 506, the thirdconductive ring 504A, and the fourth conductive ring 504B, respectively,described above in connection with FIG. 5 . The LIDAR electricalcoupling 804 further includes a LIDAR receiver (e.g., Ethernet receiver)822 and a LIDAR transmitter (e.g., Ethernet transmitter) 824. The LIDARreceiver 822 and the LIDAR transmitter 824 may, for example, be similarto the LIDAR receiver 712 and the LIDAR transmitter 714 described abovein connection with FIGS. 7A-B.

The first coil 806 may be electrically coupled to a power supply 826, asshown. The power supply 826 may, for example, be similar to the powersupply 608 described above in connection with FIGS. 6A-B. As shown, thepower supply 826 is located separately from the vehicle electricalcoupling 802. For example, in embodiments where the rotatable LIDARdevice 800 is implemented with a vehicle, the power supply 826 may belocated elsewhere in the vehicle and electrically coupled to the vehicleelectrical coupling 802. In other embodiments, the power supply 826 maybe included in the vehicle electrical coupling 802.

The vehicle transmitter 818 may be electrically coupled to one or morecomponents 828 of the vehicle, as shown. The component(s) 828 mayinclude, for example, a computer system. Other components are possibleas well. The vehicle transmitter 818 may be configured to transmitcommunications from the component(s) 828. The vehicle receiver 820 mayalso be electrically coupled to the component(s) 828, as shown. Thevehicle receiver 820 may be configured to receive communicationsdirected to the component(s) 828.

The second coil 812 may be electrically coupled to a rotatable LIDAR830, as shown. The rotatable LIDAR 830 may, for example, be similar tothe rotatable LIDAR 302 described above in connection with FIG. 3 . Asshown, the rotatable LIDAR 830 may include a motor 832 configured torotate the rotatable LIDAR 830. While the LIDAR receiver 822 and theLIDAR transmitter 824 are each shown to be included in the LIDARelectrical coupling 804, in some embodiments one or both of the LIDARreceiver 822 and the LIDAR transmitter 824 may be located in therotatable LIDAR 830 and may be electrically coupled to the LIDARelectrical coupling 804.

In operation, the power supply 826 may provide power to the rotatableLIDAR 830 via a transformer formed from the first coil 806 and thesecond coil 812, as described above in connection with FIGS. 6A-B. Asnoted above, the transformer formed from the first coil 806 and thesecond coil 806 may enable a varying voltage to be induced in the secondcoil 806. Because the induced voltage in the second coil 812 is varying,in some embodiments a rectifier 834 may be included between the secondcoil 812 and the rotatable LIDAR 830. The rectifier 834 may serve toconvert the varying voltage to a direct (non-varying) voltage to beprovided to the rotatable LIDAR 830. In this manner, power from thepower supply 826 may be provided to the rotatable LIDAR 830 via thevehicle electrical coupling 802 and the LIDAR electrical coupling 804.

Further, in operation, the vehicle transmitter 818 may receive from thecomponent(s) 828 communications directed to the rotatable LIDAR 830. Thevehicle transmitter 818 may transmit the communications to the LIDARreceiver 822 via a first capacitor formed from the first conductive ring808 and the third conductive ring 814, as described above in connectionwith FIGS. 7A-B. Because air is a poor dielectric, the capacitance ofthe first capacitor while the communications are being transmitted fromthe first conductive ring 808 to the third conductive ring 814 may besmall (e.g., on the order of 30 pF), resulting in high impedancesignals. Accordingly, a receiver circuit 836 may be included between thethird conductive ring 814 and the LIDAR receiver 822. An examplereceiver circuit is described below in connection with FIG. 9 . Thereceiver circuit 836 may be configured to convert the high impedancesignals to low impedance signals and amplify them before providing themto the LIDAR receiver 822. The LIDAR receiver 822 may be configured toprovide the communications to the rotatable LIDAR 830. In this manner,communications from the component(s) 828 may be transmitted to therotatable LIDAR 830 via the vehicle electrical coupling 802 and theLIDAR electrical coupling 804.

Similarly, in operation, the LIDAR transmitter 824 may receive from therotatable LIDAR 830 communications directed to the component(s) 828. TheLIDAR transmitter 824 may transmit the communications to the vehiclereceiver 820 via a second capacitor formed from the fourth conductivering 816 and the second conductive ring 810, as described above inconnection with FIGS. 7A-B. As with the first capacitor, because air isa poor dielectric, the capacitance of the second capacitor while thecommunications are being transmitted from the fourth conductive ring 816to the second conductive ring 810 may be small (e.g., on the order of 30pF), resulting in high impedance signals. Accordingly, another receivercircuit 838 may be included between the second conductive ring 810 andthe vehicle receiver 820. The receiver circuit 838 may be configured toconvert the high impedance signals to low impedance signals and amplifythem before providing them to the vehicle receiver 820. The vehiclereceiver 820 may be configured to provide the communications to thecomponent(s) 828. In this manner, communications from the rotatableLIDAR 830 may be transmitted to the component(s) 828 via the vehicleelectrical coupling 802 and the LIDAR electrical coupling 804.

While the embodiments described above included two conductive rings atthe vehicle electrical coupling and two conductive rings at the LIDARelectrical coupling, it will be understood that more or fewer conductiverings are possible. For example, in embodiments where a higher capacitytransmission between the vehicle electrical coupling and the LIDARelectrical coupling (and vice versa) is desired, the vehicle electricalcoupling may include four conductive rings, two of which areelectrically coupled to vehicle transmitters and two of which areelectrically coupled to vehicle receivers (e.g., via receiver circuits,as described above). The two vehicle transmitters may be configured totransmit communications from the same component(s) or from differentcomponent(s) (e.g., of a vehicle). Similarly, the LIDAR electricalcoupling may include four conductive rings, two of which areelectrically coupled to LIDAR receivers (e.g., via receiver circuits, asdescribed above) and two of which are electrically coupled to LIDARtransmitters. The two LIDAR transmitters may be configured to transmitcommunications from the same component(s) or from different component(s)of a rotatable LIDAR. The two vehicle receivers may be configured toreceive the communications from the two LIDAR transmitters and providethe communications to the component(s). Similarly, the two LIDARreceivers may be configured to receive the communications from the twovehicle transmitters and provide the communications to the rotatableLIDAR. The transmitters and receivers at the vehicle and LIDARelectrical couplings may, for example, be Ethernet transmitters andreceivers, respectively. In general, each conductive ring at a vehicleelectrical coupling may be electrically coupled to one of a transmitterand a receiver, and may form a capacitor with a conductive ring at aLIDAR electrical coupling that is electrically coupled to the other of atransmitter and a receiver.

FIG. 9 is a schematic of an example receiver circuit 900. The receivercircuit 900 may, for example, serve as the receiver circuit 836described above in connection with FIG. 8 . In general, the receivercircuit 900 may be used in a LIDAR receiver that includes a vehicleelectrical coupling and a LIDAR electrical coupling.

To this end, the receiver circuit 900 may be configured to electricallycoupled to conductive rings 902. As shown, the vehicle electricalcoupling includes four conductive rings (T1+, T2+, T3+, and t4+) and theLIDAR electrical coupling includes four conductive rings (T1−, T2−, T3−,and T4−). Each of the conductive rings may take any of the formsdescribed above for the conductive rings 404A-B and/or 504A-B inconnection with FIGS. 4 and 5 , respectively.

Two of the conductive rings at the vehicle electrical coupling (T1+,T2+) may be configured to transmit communications to the LIDARelectrical coupling, and two of the conductive rings at the LIDARelectrical coupling (T1−, T2−) may be configured to receive thecommunications. In particular, the conductive rings T1+ and T2+ may forma transmit pair, and the conductive rings T1−, T2− may form a receivepair. The communications may be transmitted differentially, such thatthe LIDAR electrical coupling detects a difference between theconductive rings T1−, T2−. Such differential transmission may improveresistance of the communications to electromagnetic noise.

Similarly, the remaining two conductive rings at the LIDAR electricalcoupling (T3−, T4−) may be configured to transmit communications to thevehicle electrical coupling, and the remaining two conductive rings atthe vehicle electrical coupling (T3+, T4+) may be configured to receivethe communications. In particular, the conductive rings T3−, T4− mayform a transmit pair, and the conductive rings T3+, T4+ may form areceive pair. The communications may be transmitted differentially, suchthat the vehicle electrical coupling detects a difference between theconductive rings T3+, T4+. Such differential transmission may similarlyimprove resistance of the communications to electromagnetic noise.

As shown, conductive rings T1+ and T2+ are electrically coupled to adriver 904A. Similarly, as shown, conductive rings T3− and T4− areelectrically coupled to a driver 904B. The drivers 904A-B may beconfigured to control the conductive rings T1+, T2+ and T3−, T4−,respectively. It will be understood that the drivers 904A-B may take anynumber of forms besides that shown.

Further, as shown, conductive rings T1- and T2− are electrically coupledto a comparator 906A, and conductive rings T3+ and T4+ are electricallycoupled to a comparator 906B. The comparators 906A-B may be configuredto convert analog signals received from the conductive rings T1−, T2−and T3+, T4+, respectively, into digital signals. It will be understoodthat the comparators 906A-B may take any number of forms besides thatshown.

While the receiver circuit 900 is shown to include particular elementsarranged in a particular manner, it will be understood that more, fewer,and/or different elements arranged in the same or another manner arepossible as well. In general, the receiver circuit 900 may be anycircuit configured to translate communications between the conductiverings and the vehicle or LIDAR electrical coupling.

While various example aspects and example embodiments have beendisclosed herein, other aspects and embodiments will be apparent tothose skilled in the art. The various example aspects and exampleembodiments disclosed herein are for purposes of illustration and arenot intended to be limiting, with the true scope and spirit beingindicated by the following claims.

What is claimed is:
 1. An apparatus comprising: a first electricalcoupling comprising a first coil and a first conductor disposed aroundthe first coil; a second electrical coupling comprising a second coiland a second conductor disposed around the second coil, wherein thesecond electrical coupling is configured to rotate relative to the firstelectrical coupling, and wherein the second electrical coupling ispositioned relative to the first electrical coupling such that thesecond coil is spaced apart from the first coil and the second conductoris spaced apart from the first conductor; and a light detection andranging (LIDAR) device electrically coupled to the second electricalcoupling, wherein the first coil and the second coil form a transformerconfigured to provide power to the LIDAR device, and wherein the firstconductor and the second conductor form a communication link configuredto transmit communications to the LIDAR device.
 2. The apparatus ofclaim 1, wherein the first electrical coupling is configured to bemounted on a vehicle.
 3. The apparatus of claim 1, wherein the firstcoil and first conductor are arranged concentrically.
 4. The apparatusof claim 1, wherein second coil and second conductor are arrangedconcentrically.
 5. The apparatus of claim 1, wherein the first conductoris ring shaped and the second conductor is ring shaped.
 6. The apparatusof claim 1, wherein the second electrical coupling is positionedrelative to the first electrical coupling such that the second coil isadjacent to the first coil but at a distance from the first coil.
 7. Theapparatus of claim 6, wherein the distance is between 100 μm and 250 μm.8. The apparatus of claim 1, wherein the first coil and the firstconductor are disposed in different planes, and wherein the second coiland the second conductor are disposed in different planes.
 9. Theapparatus of claim 1, wherein the first electrical coupling comprises afirst printed circuit board on which the first conductor is disposed.10. The apparatus of claim 9, wherein the second electrical couplingcomprises a second printed circuit board on which the second conductoris disposed.
 11. The apparatus of claim 1, wherein the first electricalcoupling further comprises a transmitter electrically coupled to thefirst conductor, and wherein the second electrical coupling furthercomprises a receiver electrically coupled to the second conductor. 12.The apparatus of claim 11, wherein the transmitter is an Ethernettransmitter, and wherein the receiver is an Ethernet receiver.
 13. Theapparatus of claim 1, wherein the first conductor is capacitivelycoupled to the second conductor.
 14. The apparatus of claim 1, whereinthe communication link is a first communication link, wherein the firstelectrical coupling further comprises a third conductor, wherein thesecond electrical coupling further comprises a fourth conductor, andwherein the wherein the third conductor and the fourth conductor form asecond communication link.
 15. The apparatus of claim 14, wherein thesecond communication link is configured to transmit communications fromthe LIDAR device.
 16. The apparatus of claim 15, wherein the firstelectrical coupling further comprises a receiver electrically coupled tothe third conductor, and wherein the second electrical coupling furthercomprises a transmitter electrically coupled to the fourth conductor.17. The apparatus of claim 16, wherein the transmitter is an Ethernettransmitter, and wherein the receiver is an Ethernet receiver.
 18. Theapparatus of claim 14, wherein the third conductor is capacitivelycoupled to the fourth conductor.
 19. The apparatus of claim 14, whereinthe third conductor is disposed around the first coil, and wherein thefourth conductor is disposed around the second coil.
 20. The apparatusof claim 19, wherein the third conductor is ring shaped and the fourthconductor is ring shaped.